Finally got round to downloading this fantastic airplane, however like everybody who has first tried it...Im having problems. Where can I find documentation on how to fly this airplane? In particular how to operate the engines and navigation systems?I rooted around on the AFG site and couldnt find any documentation and I didnt see any in the base pack download.ThanksEric

Same here... I can somehow get the engines started but when I takeoff they both die on me... I can never get them to stay running.

Yes, you really have to watch the engine temperatures in this one or they'll konk out on ya. Here's a link to the AFG forums and a page that gives you the download for the manual:http://www.alliedfsgroup.com/cgi-bin/forum...;num=1042416714 (you have to copy and paste the entire URL into the browser's location bar -- this forum stops tracking URLs at the semicolon)This is one aircraft you have to read up on before you fly! I'll give you a little hint, though; the "secret" is in the new fuel trimming switches. Setting them up properly is the key to keeping the engine temps low enough for stable operation. After reading the manual and acquainting myself with the systems involved, I can now fly anywhere I like without burning out the engines.thanks,

If you downloaded the YS-11 from the AFG site, the aircraft should come with the documentation needed. I think there is a word doc or a pdf file in the aircraft folder. I don't remeber the exact type of document it is, because it has been so long since I have read it. One key to flying the aircraft is to not use full throttle for long periods of time. The longer you red arc the engines, the more likely they will burn up. I have notice for take off and climb out you do not need full throttle. I usually have atleast one notch of flaps and trim for takeoff. Granted this is not the aircraft to take out of a deep canyon. Unless you can make some nice gradual turns to climb out of it.

http://www.cc.jyu.fi/~ekkaihla/manual/

Rich'n the fuel settings and that will keep your temps in the green...................

You cannot richen the feul setting on a turbine aircraft unless you are on the ground, with the cowls open, and have a wrench to adjust the engine's fuel control unit.Having worked on Hawker-Siddley 748s, which have the same engines as the YS-11 (Rolls Royce Dart, first commercial turboprop engine in history BTW) I can offer you this. Maximum RPM on these engines is 15000RPM, which can be sustained for a maximum of 5 mintues according to Rolls Royce before you damage the engine. The YS-11 allows you to wind these engines up to a much higher RPM (17-18000 I believe) which the Dart can handle, but normally the engines are rigged so that getting more than 15000 RPM with the throttle lever is impossible. Rolls allows a maximum of 5 seconds over 17000RPM on these engines.Another point to keep in mind that nobody has yet mentioned is the water methanol system. This is used for takeoff only, and allows for more power and cooler TGT at 15000RPM by injecting a mixture of water and methanol into the first stage compressor in the engine. This effectivly cools the air entering the engine, which allows for the addition of more fuel without exceeding TGT (this is NOT pilot conrolled, but rather a function of the engine's FCU which is done automatically by monitoring air pressure and volume of air entering the engine). Yes, the volume of air entering the engine increases with water/meth injection due to Boyle's law (decrease in temp will bring increase in volume). Water methanol injection is modelled on this airplane, and you will find the switches on the same panel as the autopilot. There are 3 switches, one for each engine to arm the system, and a third for the pump. To see what I mean, while you are sitting on the ground, with the water/meth OFF, run the engines at 15000RPM and look at the torque pressure reading. Then switch on the water meth system and watch the torque rise (a 100PSI rise in torque pressure is about the norm.). Keep in mind, this is not how the system is normally used, but this will demonstrate the difference in torque available. In normal ops, this system is used to get airborn off of shorter strips (the increased power yeilds a shorter takeoff roll), and the system is armed before the takeoff roll, before even advancing the power levers. The system is set to cut in automatically when the engines reach approx. 14600 - 14700 RPM. Once off the ground and at a safe altitude, the water meth. system is disarmed, and climb power set.

If you set the "Fuel Trim" to full on both engines, she pures like a kitten at full throttle.......................See Pic......Once your at your cruise alt. Decrease the trim to give you better economy.http://forums.avsim.net/user_files/48564.jpg

Thanks guys for all the advice.I was able to fly from Manila Philippines all over the archepelago and back to RPLL in the YS11 tonight navigating by VORs. Rudimentary understanding still of all the systems but was able to make the VFR flight no problem. Still need to spend some time with that manual though!! very, very cool airplane. I loved the FS2002 version. This version is also great, though Im gonna have to figure out how to "wash the windows" in the VC. They are too dirty!!ThanksEric

I should have mentioned the trim in my earlier post.Trim is not adjusted in flight, but rather is set for the prevailing conditions at takeoff. On Rolls Royce Dart equipped aircraft there is what is called a "trim computer" which is nothing more than a wheel that you turn to line up ambient air temp and density altitude, and it gives you your "trim for the day". The maximum trim ever used on the RR Dart for normal flight operations is 85%, and the number gets lower during hot weather. The only problem with the flight sim model is that there is no trim computer, so it is anyone's guess where they should be set. All the fuel trimmers do is change the scheduling of fuel in the engine's FCU to compensate for OAT and air pressure, but it is only necessary for takeoff when the engine is running at 15000RPM. In cruise when the engines are powered back, TGT limits will never become an issue, therefore fuel trim becomes somewhat irrelevant. I wish I had a link to a RR Dart fuel trim chart to post.